| 1. |
- Klingegård, Maria, et al.
(författare)
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En enkät och olycksanalysstudie : föräldrars attityder och kunskap om olycksrisker med A-traktorer
- 2024
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Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 293-293
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Antalet A-traktorer (tidigare EPA-traktor) har ökat de senaste åren i och med de förändrade lagkraven som möjliggjort enklare ombyggnation av modernare bilar. A-traktorer blir därmed en alltmer vanlig syn i vår trafikmiljö. Genom att fordonen endast tillåts köra i 30 km/h, inte har samma körkortskrav som personbilar och vänder sig till en yngre målgrupp, så bidrar de till en förändrad trafikmiljö. Det finns anledning att fördjupa sig i hur dessa fordon används, varför olyckor med dessa fordon uppstår och hur personskadebilden ser ut. Folksam jobbar för att förebygga personskador med A-traktorer. Folksam har detta arbete genomfört en olycksanalys på försäkringsdata (2021) och nu skickat ut en enkät riktad till föräldrar med ungdom som kör A-traktor. Detta för att identifiera kunskapsluckor samt vanliga missuppfattningar och därmed eventuella kommunikationsbehov för en ökad trafiksäkerhet. Enkäten har skickats ut till de försäkringstagare som är 35 år eller äldre och har en tecknad A-traktorförsäkring i sitt hushåll under första halvan av 2023 (oberoende om en olycka rapporterats eller ej). Enkäten skickas till totalt cirka 3500 respondenter. Enkäten syftade till att fånga attityder och kunskap om olycksrisker med A-traktor. Enkätfrågor har baserats på resultatet från genomförd olycksanalys (2021). Olycksanalysen omfattade ett urval (slumpmässigt) av alla 401 rapporterade olyckor med personskada under perioden 2017-2022. Totalt analyseredes 254 olyckor, 152 med A-traktorer och 102 med mopedbilar. Analysen är pågående och resultatet sammanfattas med statistiska mått (frekvens och andel). Resultatet från olycksstudien (2021) visar inte bara att antalet olyckor ökat utan identierar även de vanligaste olyckorna med A-traktor. För A-traktorer är ungefär hälften singel (49%) och resten kollision med något annat fordon eller person. Vid kollision med fordon är flest upphinnande (18%) eller korsningsolyckor (18%). Med resultatet från enkäten identifieras de olyckor som föräldrar tror är vanligast/allvarligast, samt huruvida A-traktor bidrar till trafikolyckor för det omkörande fordonet. I olycksanalysen (2021) identifierades trimning som bidragande orsak till trafikolyckan i över 50% av studerade fall. Analysen visade även att det är vanligast att A-traktor föraren bedöms vållande i de fall där det är fler än en part inblandad i olyckan. Enkätstudien lyfter och identifierar attityder till, och kunskap om motverkning av trimning.
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| 2. |
- Strandroth, Johan, 1978, et al.
(författare)
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Correlation between Euro NCAP Pedestrian Test Results and Injury Severity in Injury Crashes with Pedestrians and Bicyclists in Sweden
- 2014
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Ingår i: SAE Technical Papers. - 400 Commonwealth Drive, Warrendale, PA, United States : SAE International. - 0148-7191 .- 2688-3627. ; 2014-November:November
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Tidskriftsartikel (refereegranskat)abstract
- Pedestrians and bicyclists account for a significant share of deaths and serious injuries in the road transport system. The protection of pedestrians in car-to-pedestrian crashes has therefore been addressed by friendlier car fronts and since 1997, the European New Car Assessment Program (Euro NCAP) has assessed the level of protection for most car models available in Europe. In the current study, Euro NCAP pedestrian scoring was compared with real-life injury outcomes in car-to-pedestrian and car-to-bicyclist crashes occurring in Sweden. Approximately 1200 injured pedestrians and 2000 injured bicyclists were included in the study. Groups of cars with low, medium and high pedestrian scores were compared with respect to pedestrian injury severity on the Maximum Abbreviated Injury Scale (MAIS)-level and risk of permanent medical impairment (RPMI). Significant injury reductions to both pedestrians and bicyclists were found between low and high performing cars. For pedestrians, the reduction of MAIS2+, MAIS3+, RPMI1+ and RPMI10+ ranged from 20-56% and was significant on all levels except for MAIS3+ injuries. Pedestrian head injuries had the highest reduction, 80-90% depending on level of medical impairment. For bicyclist, an injury reduction was only observed between medium and high performing cars. Significant injury reductions were found for all body regions. It was also found that cars fitted with autonomous emergency braking including pedestrian detection might have a 60-70% lower crash involvement than expected. Based on these results, it was recommended that pedestrian protection are implemented on a global scale to provide protection for vulnerable road users worldwide.
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| 3. |
- Tingvall, Claes, 1953, et al.
(författare)
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The consequences of adopting a MAIS 3 injury target for road safety in the EU: A comparison with targets based on fatalities and long-term consequences
- 2013
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Ingår i: International Research Council on the Biomechanics of Injury Conference, IRCOBI 2013. - : International Research Council on the Biomechanics of Injury. ; , s. 1-11, s. 1-11
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Konferensbidrag (refereegranskat)abstract
- It has been proposed in the European Union (EU) to adopt a Maximum Abbreviated Injury Scale (MAIS) of 3 or greater as the basis for a road safety target. To have a common definition of serious injury across the EU is in itself very positive. In this study, fatalities, MAIS 3+, MAIS 2+ and injuries leading to permanent medical impairment (PMI) were used to identify problem scenarios. A national data set of injuries reported to Swedish hospitals from 2007 to 2012 (STRADA) was used. Police-reported injuries were also taken into account. The results showed that, depending on the data source and injury rating method, problem scenarios differed substantially. While fatalities were dominated by vehicle occupants in high-speed environments, vulnerable road users in urban areas were in greater focus as a result of lowered thresholds for injury or impairment levels. Bicyclists in particular have many injuries at less severe, yet significant, levels. There is a particular need to consider certain diagnoses which lead, relatively often, to long-term consequences at the AIS 1 level. To achieve a better injury and consequence scenario, data from the medical system are an essential prerequisite.
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| 4. |
- Ydenius, Anders, et al.
(författare)
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Fatal car to moose collisions : Real-world in-depth data, crash tests and potential of different countermeasures
- 2017
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Ingår i: Proceedings 25th International Technical Conference on the Enhanced Safety of Vehicles (ESV). - : NHTSA.
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Konferensbidrag (refereegranskat)abstract
- Vehicle collisions with large animals constitute a high risk of serious or fatal injuries, for example in northern America, Europe and Japan. In Sweden approximately 5,000 car collisions with moose occur annually. The change of velocity and acceleration is in general very low, but the car structure is not designed for collision with large animals at high speed. The objectives were to evaluate occupant response and vehicle structure in crash tests; to investigate the factors involved in real-world fatal crashes in Sweden; and to evaluate the potential of Autonomous Emergency Braking (AEB) to increase moose car collision avoidance and survivability. Five crash tests were conducted with cars with different size and characteristics, such as glass and sun roof. A moose crash dummy was impacted at 70 km/h. The Swedish Transport Administration (STA) national database of fatal collisions was used to study fatalities (n=47) in collisions with moose during the period 2005-2016. The analysis focused on collisions where the primary cause of fatality was the collision with a moose. The crash tests showed that a moose collision could be survivable at 70 km/h with an acceptable distance to the header structure. None of the tested cars had an intrusion by the moose into the occupant compartment. The results of the in-depth data analysis showed that a critical factor for a fatal injury was whether the roof was partly or completely ripped off. Downward deformation of the front header structure was also critical together with Apillar deformation. In 24% of the accidents the moose was partly or completely trapped inside the occupant compartment. In 90% of the fatal collisions it was darkness or twilight. In more than 85% of the collisions, no evidence of braking could be detected prior to collision. All of the collisions occurred on rural roads and 83% of the fatalities occurred on roads with speed limits of 90 km/h or above. In eight accident scenes there were moose fences to prevent the moose to access the road. In those accidents, however, the fence was either damaged or had open sections. The analysis of road-side area showed that in many of the moose accidents the side view was enough to allow detection of the moose by an AEB sensor. A critical issue is the ability of the sensors to detect the moose in darkness. The study of the potential for AEB with moose detection was conducted under the assumption that night vision sensors are available, such as infrared sensors or light amplifying technique. With a threshold of 70 km/h for car-moose collision survivability, the results of the analysis showed that AEB had a potential to save (~40%) 18 out of 47 lives. It is suggested that road fencing is preferable on roads with speed limits above 90 km/h, and below 100 km/h, moose AEB has a potential to avoid fatal moose crashes.
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| 5. |
- Alexiou, Eirini, et al.
(författare)
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The impact of facility relocation on patients' perceptions of ward atmosphere and quality of received forensic psychiatric care
- 2016
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Ingår i: Journal of Forensic and Legal Medicine. - : Elsevier BV. - 1752-928X. ; 42, s. 1-7
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Tidskriftsartikel (refereegranskat)abstract
- In recent years, large groups of forensic psychiatric patients have been relocated into new medium-and maximum-security forensic psychiatric facilities in Sweden, where a psychosocial care approach is embedded. From this perspective and on the assumption that physical structures affect the therapeutic environment, a prospective longitudinal study was designed to investigate the impact of the facility relocation of three forensic psychiatric hospitals on patients' perceptions of ward atmosphere and quality of received forensic psychiatric care. Participants were patients over 18 years of age sentenced to compulsory forensic psychiatric treatment. Data were obtained by validated questionnaires. Overall, 58 patients (78%) answered the questionnaires at baseline with a total of 25 patients (34%) completing follow-up 1 at six months and 11 patients (15%) completing follow-up 2, one year after relocation. Approximately two-thirds of the participants at all time-points were men and their age range varied from 18 to 69. The results of this study showed that poor physical environment features can have a severe impact on care quality and can reduce the possibilities for person-centered care. Furthermore, the study provides evidence that the patients' perceptions of person-centered care in forensic psychiatric clinics are highly susceptible to factors in the physical and psychosocial environment. Future work will explore the staff's perception of ward atmosphere and the possibilities to adapt a person-centered approach in forensic psychiatric care after facility relocation. (C) 2016 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.
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| 6. |
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| 7. |
- Arismendi Arrieta, Daniel Jose, et al.
(författare)
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H2O2(s) and H2O22H2O(s) crystals compared with ices : DFT functional assessment and D3 analysis
- 2023
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Ingår i: Journal of Chemical Physics. - : American Institute of Physics (AIP). - 0021-9606 .- 1089-7690. ; 159:19
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Tidskriftsartikel (refereegranskat)abstract
- The H2O and H2O2 molecules resemble each other in a multitude of ways as has been noted in the literature. Here, we present density functional theory (DFT) calculations for the H2O2(s) and H2O2·2H2O(s) crystals and make selected comparisons with ice polymorphs. The performance of a number of dispersion-corrected density functionals—both self-consistent and a posteriori ones—are assessed, and we give special attention to the D3 correction and its effects. The D3 correction to the lattice energies is large: for H2O2(s) the D3 correction constitutes about 25% of the lattice energy using PBE, much more for RPBE, much less for SCAN, and it primarily arises from non-H-bonded interactions out to about 5 Å.The large D3 corrections to the lattice energies are likely a consequence of several effects: correction for missing dispersion interaction, the ability of D3 to capture and correct various other kinds of limitations built into the underlying DFT functionals, and finally some degree of cell-contraction-induced polarization enhancement. We find that the overall best-performing functionals of the twelve examined are optPBEvdW and RPBE-D3. Comparisons with DFT assessments for ices in the literature show that where the same methods have been used, the assessments largely agree.
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| 8. |
- Bálint, András, 1982, et al.
(författare)
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A test-based method for the assessment of pre-crash warning and braking systems
- 2013
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Ingår i: Accident Analysis and Prevention. - : Elsevier BV. - 0001-4575. ; 59, s. 192-199
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Tidskriftsartikel (refereegranskat)abstract
- In this paper, a test-based assessment method for pre-crash warning and braking systems is presented where the effectiveness of a system is measured by its ability to reduce the number of injuries of a given type or severity in car-to-car rear-end collisions. Injuries with whiplash symptoms lasting longer than 1 month and MAIS2+ injuries in both vehicles involved in the crash are considered in the assessment. The injury reduction resulting from the impact speed reduction due to a pre-crash system is estimated using a method which has its roots in the dose–response model. Human–machine interaction is also taken into account in the assessment. The results reflect the self-protection as well as the partner-protection performance of a pre-crash system in the striking vehicle in rear-end collisions and enable a comparison between two or more systems. It is also shown how the method may be used to assess the importance of warning as part of a pre-crash system.
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| 9. |
- Brolin, Karin, 1974, et al.
(författare)
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Aiming for an average female virtual human body model for seat performance assessment in rear-end impacts
- 2015
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Ingår i: The 24th ESV Conference Proceedings.
-
Konferensbidrag (refereegranskat)abstract
- The female part of the population suffers more Whiplash Associated Disorders (WAD) in car crashes than males. Several studies have illustrated the need to consider the female population when developing and assessing the WAD prevention performance of advanced restraint systems in rear-end collisions. Presently only one crash test dummy is available, the average sized male BioRID. Recently a virtual dummy model of an average female, EvaRID, was developed and used in rear impact simulations. The results stressed the need for models representing the female part of the population, as well. Virtual crash simulations have become essential in traffic safety and with models of both an average male and female, further steps in addressing improved assessment of WAD prevention can be taken. The present paper presents a starting point of research aiming to develop an open-source average female Finite Element (FE) model with an anatomically detailed cervical spine. This paper provides a review of the literature to identify gender specific neck biomechanics and anatomical differences, followed by a review of published FE models of the cervical spine. Data on vertebral body dimensions (height, width, depth, spinal canal diameter, facet joint angles) have been compiled from biomechanical literature. Significant gender differences exist for the vertebral body depth and width, the spinal curvature in the seated posture, and the spinal stiffness and range of motion. All have the potential to influence the outcome of an impact and should be accounted for in the development of WAD prevention. The review of FE models of the cervical spine presented 17 models based on male geometry but only one model scaled to represent a female. An overview of the models are given with respect to the solver, geometry source, number of elements, and implementation of the facet joints, ligaments, and muscles. It is recommended that an average female model is developed with focus on; 1) the shape of the female vertebral body, especially the depth and width that provides less support area than for males,2) defining the spinal curvature representative of seated female volunteers who generally display less lordosis than males, 3) the dimensions of the spinal ligaments, rather than the material properties, to capture the larger range of motion and less spinal stiffness of female subjects compared to males, and validation to female volunteers and PMHS tests for range of motion, while failure prediction seem less gender sensitive.
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| 10. |
- Carlsson, Anna, et al.
(författare)
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EvaRID : A 50th percentile female rear impact finite element dummy model
- 2012
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Ingår i: 2012 IRCOBI Conference Proceedings. - : International Research Council on Biomechanics of Injury. ; , s. 249-262, s. 249-262
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Konferensbidrag (refereegranskat)abstract
- Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. The objective is to develop and evaluate a 50th percentile female rear impact crash dummy FE model. The model was based on the same design concept as the BioRID II. A scaling approach was developed and the first version, EvaRID V1.0, was implemented. Its dynamic response was compared to rear impact tests with female volunteers. The EvaRID model and volunteer tests showed good correlations until 250 ms of the head and T1 accelerations, linear displacements and head angular displacement. Considerably less T1 angular displacement was found for the EvaRID; similar results were obtained for the BioRID II. Thus, the EvaRID V1.0 and BioRID II models have limitations at low ÎŽv (7km/h). The EvaRID model demonstrated the potential to become a valuable tool when evaluating and developing seats/whiplash protection systems, however, this will require updating the joint stiffness. The model may be used as a template for the development of a physical female dummy.
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